1246979 (1) 玫、發明說明 [胃明所屬之技術領域】 本發明涉及一種蓄積可安裝在自行車上的交流發電裝 置的電力，用以向可安裝在自行車上的車用電子零件供給 的自行車用電源裝置，以及將來自交流發電裝置的電力整 流爲直流，並蓄積在蓄電部的同時向可安裝在自行車上的 電裝（電氣安裝）品供給的自行車用電力供給方法。 【先前技術】 在最近的自行車中，使用了變速裝置、懸掛裝置及顯 示裝置等能夠電控的車用電子零件及其控制裝置等車用電 子零件。例如，已知一種設置速度傳感器，使自行車的變 速裝置根據速度自動變速的技術。 在使用這種車用電子零件的自行車中，需要向顯示裝 置'控制裝置及變速裝置供給電力的電源裝置。作爲這種 以往的自行車用的電源裝置使用了電池，藉由來自電池的 電力使車用電子零件動作。但是，在使用電池的情況下， 由於電力消耗時需要更換，存在著更換麻煩並在電源突然 消耗時車用電子零件不能動作的問題。 爲此’已知一種將來自交流發電機的電力整流爲直流 ’將得到的電力蓄積在電容器等蓄電部，利用蓄積在蓄電 部中的電力使用車用電子零件的電源裝置的技術（例如參 照專利文獻1 :特開2 0 0 1 - 2 4 5 4 7 5號（圖5 ))。作爲蓄 電部’使用了大容量的雙電荷層電容器。在搭載了這種電 -4- (2) 1246979 源裝置的自行車用控制裝置中，在自行車的 少消耗電力，控制部的微電腦使用了省電模 模式、暫停（HALT )模式、終止（STOP ) ί 在前述以往的結構中，自行車在停車中 省電模式，以實現省電效果。但由於即使在 控制部的微電腦仍稍有動作，會有微弱的電 加上車用電子零件的洩露電流，存在著蓄積 電力持續減少的問題。 【發明內容】 本發明的目的是在自行車用電源裝置中 停車中的蓄電部的電力的減少。 發明1的自行車用電源裝置爲蓄積由自 電的發電裝置的電力，以向可安裝在自行車 零件供給的自行車用電源裝置，具有蓄電部 1開關控制部。蓄電部蓄積來自前述發電裝 向前述車用電子零件供給電力，開關部設置 與前述車用電子零件之間，通斷向前述車用 的電力。第1開關控制部由從前述發電裝置 關部供給的電力動作，通斷控制前述開關部 在該電源裝置中，自行車開始走行，發 電時’由從發電裝置不經過開關部而供給的 關控制部動作，使開關部爲接通。由此，蓄 電力經過開關部向車用電子零件供給。而且 停車中爲了減 式（例如睡眠 I式等）。 ，使控制部爲 省電模式中， 流流過，同時 在蓄電部中的 盡可能地抑制 行車的走行發 內的車用電子 、開關部、第 置的電力、並 在前述蓄電部 電子零件供給 不經過前述開 〇 電裝置開始發 電力使第1開 積在蓄電部的 ，由於在自行 -5- (3) 1246979 車停止時發電裝置不發電，第1開關控制部使開關部爲斷 開。在此’由於與自行車的走行•停車相關地從蓄電部向 車用電子零件供給的電力藉由由不經過開關部的電力動作 的第1開關控制部來通斷，即使在停車中開關部斷開，一 旦走行開始、開關部能夠可靠地接通。因此，能夠在停車 中使開關部斷開，能夠盡量抑制停車中的蓄電部的電力的 減少。 發明2的自行車用電源裝置爲，在發明丨上述的自行 車用電源裝置中，還具有檢測出自行車是否爲停止狀態的 停止狀態檢測部，由從蓄電部經過開關部供給的電力動作 ’在檢測出停止狀態後將開關控制部切斷控制的第2開關 控制部。在由第1開關控制部將開關部斷開時，在很短的 停止時間及低轉數下、發電量較小等時，由開關部斷開， 向車用電子零件的電力供給斷開的情況。在作爲車用電子 零件使用微電腦的場合，即使這種瞬時的停電、微電腦也 會復位而產生問題。在此，在檢測出停止狀態後，由於藉 由由從蓄電部經過開關部供給的電力動作的第2開關控制 部使開關部斷開，在從停止狀態開始的任意時間下開關部 能夠爲斷開，能夠消除前述的問題。 發明3的自行車用電源裝置爲在發明1或發明2上述 的裝置中，發電裝置爲根據自行車的走行發電的前述交流 發電裝置，還具有將交流發電裝置的電力整流爲直流的整 流回路。在此場合，能夠將來自在自行車中一般經常使用 的交流發電裝置的電力蓄積在蓄電部中。 -6 - (4) 1246979 發明4的自行車用電源裝置爲在發明3的裝置中，第 1開關控制部具有對於交流發電裝置與整流回路並聯，將 從交流發電裝置的輸出半波整流的二極管，以及對於二極 管與交流發電裝置並聯，使半波整流後的輸出平滑化的電 容器。在這種場合，能夠使半波整流後的輸出由電容器平 滑化並供給開關部，使開關部通斷。因此，即使供給有交 流電力，也能夠得到與走行的信號相關、能夠不使用蓄電 部的電力，在走行開始時使開關部可靠地接通。 發明5的自行車用電源裝置爲在發明2至4任一項上 述的裝置中，第2開關控制部未檢測出停止狀態時將開關 部控制爲接通。在此場合，由於在不是停止狀態的情況下 不僅第1開關控制部、並且第2開關控制部也爲使開關部 接通，蓄電部的電力在走行中能夠可靠地向車用電子零件 供給。此外，即使短時間停止，也能夠繼續供給電源。 發明6的自行車用電源裝置爲在發明2至5任一項上 述裝置中，停止狀態檢測部具有判斷根據自行車的走行發 生信號的信號發生部是否在既定時間以上沒有發生信號的 信號判定部。在此場合，由於藉由用於表示車速的信號等 根據自行車走行的信號可檢測出停止狀態，可將信號發生 部兼作其他用途。另外，由於從停止判斷爲等待既定時間 經過的停止狀態，從停止狀態經過既定時間後，使開關部 斷開。爲此，在短時間的停車情況下，開關部不斷開，因 信號等待等，電源不會被切斷。 發明7的自行車用電源裝置爲在發明6上述的裝置中 (5) 1246979 ，信號判定部從作爲信號發生部的發電裝置輸出的信號進 行判斷。在這種場合中，由於能夠根據來自發電裝置的信 號判斷停止狀態，能夠使信號發生部兼作交流電源裝置， 並且也能夠檢測出車速及距離。 發明8的自行車用電力供給方法爲一種蓄積由自行車 的走行發電的發電裝置的電力，同時向可安裝在自行車上 的車用電子零件供給的自行車用電力供給方法，具有第1 開關接通程序、停止狀態判斷程序以及開關斷開程序。在 第1開關接通程序中，在發電裝置開始發電後藉由不經過 設置於蓄電部與車用電子零件之間的開關部的第1開關控 制部，由來自發電裝置的電力將開關部控制爲接通。停止 狀態判斷程序中，判斷自行車是否爲停止狀態。在開關斷 開程序中，在開關部爲接通狀態時判斷爲停止狀態後，經 過開關部、由蓄積在蓄電部中的電力動作的第2開關控制 部將開關部控制爲斷開。 該電力供給方法在自行車開始走行，並且發電裝置開 始發電時’由從發電裝置不經過開關部供給的電力使第1 開關控制部動作，使開關部爲接通。由此蓄積在蓄電部的 電力經過開關部向車用電子零件供給。而且，由於在自行 車停止時發電裝置不發電，第1開關控制部使開關部爲斷 開。但是’由從蓄電部供給的電力動作的第2開關控制部 在檢測出停止狀態後將開關部斷開。在此，由於根據自行 車的走行從蓄電部向車用電子零件供給的電力被接通，能 夠盡量抑制停車中的蓄電部的電力的減少。並且，由於不 -8 - (6) 1246979 是在停車時^即將開關部斷開’而是藉由由經過開關部的 電力動作的第2開關控制部來斷開，在從停止狀態開始的 任意時間下、開關部能夠爲斷開，能夠消除瞬時停電時斷 開的問題。 發明9的自行車用電力供給方法爲在發明8上述的方 法中，在停止狀態判斷程序中，藉由根據自行車的走行而 發生信號的信號發生部在既定時間以上不發生信號來判斷 出停止狀態。在此場合，由於從停止狀態開始既定時間後 、開關部被斷開，在短時間的停車中開關部不會斷開，在 等待信號等中電源不會被斷開。 發明1 0的自行車用電力供給方法爲在發明9上述的 方法中，具有在判斷爲不是停止狀態時，由第2開關控制 部將開關部控制爲接通的第2開關接通程序。在此場合， 由於在不是停止狀態的情況下不僅第1開關控制部、並且 第2開關控制部也爲接通，蓄電部的電力在走行中能夠可 靠地向車用電子零件供給。此外，即使短時間停止，也能 夠繼續供給電源。 【實施方式】 在圖1中，採用了本發明的一實施例的自行車爲輕快 車’具有具備雙環形的構架體2和前叉3的構架1、把手 部4、驅動部5、安裝有帶制動器的發電機輪轂8的前輪 6、女裝有內裝變速輪轂1 〇的後輪7、用於以手邊來操作 內裝變速輪轂1 0的變速操作部20、根據變速操作部20 -9- (7) 1246979 的操作將內裝變速輪轂1 0變速控制的變速控制裝置1 2。 構架1的構架體2爲將管焊接來製作。在構架體2上 安裝有包含有鞍座1 1及驅動部5的各部。前叉3可傾斜 地繞軸自由擺動地安裝在構架體2的前部。 把手部4具有固定在前叉3上部的把手立桿1 4和固 定在把手立桿1 4上的把手桿1 5。在把手桿1 5的兩端安 裝有閘桿1 6與抓手1 7。右側的閘桿1 6上與變速操作部 2〇 —體地形成。 驅動部5具有設置在構架2的下部（吊架部）上的齒 輪曲柄3 7、跨接在齒輪曲柄3 7上的鏈條3 8和內裝變速 輪轂10。內裝變速輪轂10爲具有低速段（1速）、中速 段（2速）、高速段（3速）這3個變速段（級）的3段 變速的內裝輪轂，藉由設置在變速控制裝置1 2上的馬達 組件29 (圖6 )獲得3個變速位置。 固定在前叉3前端上的前輪6的發電機輪轂8爲可安 裝滾子形的前制動器的輪轂，在內部具有藉由前輪6的回 轉發電的交流馬達1 9 (交流發電裝置及信號發生部的一 例）（圖6 )。 變速控制裝置12如圖2所示，藉由電氣線路40與發 電機輪轂8內的交流發電機1 9電氣性連接。此外，變速 控制裝置12也藉由電氣線路41與變速操作部20電氣性 連接。另外，變速控制裝置1 2還藉由變速纜線42機械地 連接在內裝變速輪轂1 0上。變速控制裝置1 2如圖3及圖 4所示，具有安裝於前叉3的途中的燈架3 a上的燈盒1 3 -10- (8) 1246979 、收納於燈盒1 3中的馬達組件2 9及回路組件3 0。 馬達組件2 9如圖3及圖4所示，具有變速馬達4 5 藉由變速馬達4 5在3個變速位置上移動的纜線動作部 、檢測出纜線動作部4 6的變速位置的動作位置傳感器 (圖6 )。該纜線動作部46與變速纜線42的一端連接( 回路組件3 0如圖6所示，具有變速控制部（車用 子零件及第2開關控制部的一例）2 5、開關控制部（第 開關控制部的一例）5 0。變速控制部2 5具有由 C P U RAM、ROM、I/O接口構成的微電腦。變速控制部25 由既定的程序控制馬達組件2 9。具體爲，根據速度， 由馬達組件2 9自動變速控制內裝變速輪轂1 0。此外， 設置於變速操作部2 0上的液晶顯示部2 4輸出包含速度 息及示出變速位置的信息的各種走行信息。此外，進行 得與燈盒1 3 —體安裝的燈1 8在周圍的狀況處於既定的 度以下時開燈，超過既定的亮度時滅燈的燈控制。 變速控制部2 5可在省電模式和通常模式下動作， 省電模式下，不進行液晶顯示部24的顯示控制，同時 不進行馬達組件29的控制。 變速控制部2 5 (第二開關控制部、信號判定部及 用電子零件的一例），連接有設置在變速操作部20上 操作刻度盤23及包括操作按鈕2 1、22的操作開關26 液晶顯示部24、作爲用於控制燈1 8的照度傳感器的光 感器3 6、用於由來自交流馬達1 9的輸出生成速度信號 發電機波形成形回路34。此外，變速控制部25還連接 46 4 7 電 藉 藉 向 信 使 売 在 也 車 的 、 傳 的 有 -11 - 1246979 Ο) 調節器（開關部的一例）3 1、充電整流回路3 3、自動燈 回路3 5。並且，馬達驅動器2 8與馬達組件2 9的動作位 置傳感器4 7連接。 變速操作部2 0如圖5所示，具有左右並列地設置於 下部的2個操作按鈕2 1、2 2、設置於操作按鈕上方的操 作刻度盤2 3和設置在操作刻度盤2 3左方的液晶顯示部 2 4 ° 操作按鈕21、22爲三角形的按鈕。操作按鈕21、22 爲進行變速範圍設定的按鈕，用於將變速段設定在僅固定 爲低速、或低速與中速的2段、或能夠3段全部使用的狀 態。此外，能夠藉由操作按鈕22的操作在上坡強制性地 降檔。操作刻度盤23爲用於切換從模式1到模式8的8 個自動變速模式用的刻度盤，具有8個停止位置A 1〜A8 。在此，從模式1到模式8的8個自動變速模式爲藉由來 自交流發電機19的車速信號使內裝變速輪轂10自動變速 的模式。 此外，8個自動變速模式爲在向上變速（從低速側向 高速側的變速）及向下變速（從高速側向低速側的變速） 中改變變速時機、具體爲改變變速時的速度以自動變速的 模式，是爲了能夠根據騎乘者的喜好和體力任意地設定變 速時機而設置的。 在液晶顯示部24上表示現在的走行速度的同時，還 顯示變速時操作的變速段。液晶顯示部24爲具有與變速 操作部2 0的微電腦相獨立的微電腦（未圖示），根據來 -12- (10) 1246979 自變速控制部2 5的信息進行顯示控制的結構。 蓄電元件3 2將從交流發電機1 9輸出、由充電整流回 路33整流的直流電力蓄積，向包含變速控制部25、馬達 驅動器2 8及液晶顯示部24的車用電子零件供給電力。蓄 電元件3 2由一端連接在充電整流回路3 3與調節器3 1之 間，另一端接地的例如雙電荷層電容器等大容量電容器構 成。此外，也可由電解電容器等其他形式的電容器、鎳· 鎘電池、鋰離子電池或鎳氫電池等充電電池替代雙電荷層 電容器來構成蓄電元件。 馬達驅動器28將變速馬達45定位控制。馬達驅動器 2 8藉由由蓄電元件3 2供給的電力動作，進行定位用控制 ，並向變速馬達45供給。 充電整流回路3 3例如由半波整流回路構成，將從交 流發電機1 9輸出的交流電流整流爲直流電流，並向蓄電 元件3 2供給。 發電機波形成形回路3 4由從交流發電機1 9輸出的交 流電流產生速度信號。即將正弦曲線的交流信號抽出例如 半週期，使其藉由施密特回路等適當的波形形成回路，生 成與速度相對應的脈衝信號。變速控制部25在從輸出的 脈衝信號算出速度及距離的同時，檢測出是否爲在既定時 間（例如1 5分）以上停止的停止狀態。 自動燈回路3 5根據來自光傳感器3 6的檢測輸出藉由 從變速控制部25輸出的通斷信號而動作，將從交流發電 機1 9輸出的電流向燈1 8供給•切斷。由此，在照度處於 -13- (11) 1246979 既定値以下時燈1 8自動地點亮、超過既定的照度時熄滅 〇 調節器3 1爲例如由FET等開關元件構成的帶開關功 能的調節器，設置在充電整流回路3 3與變速控制部2 5之 間。調節器3 1爲用於切斷來自已判斷爲既定時間以上停 車的停車中的蓄電元件3 2的電力供給，以抑制蓄電元件 3 2的電力減少的開關。調節器3 1在輸入既定電壓以上的 信號時爲接通，在此電壓以下時爲斷開。調節器3 1，根 據來自開關控制部50的信號及來自變速控制部25的信號 通斷。 開關控制部5 0具有一端連接在交流發電機1 9上的二 極管5 1、一端連接在二極管5 1上而另一端接地的電容器 5 2。電容器5 2的一端與調節器31連接。二極管51對於 交流發電機19與充電整流回路33並聯，將來自交流發電 機1 9的輸出半波整流。電容器52由例如電解電容器構成 ，對於二極管5 1與交流發電機1 9並聯，將半波整流的輸 出平滑化。該平滑化後的電力被施加於調節器3 1，使調 節器3 1通斷。 如此結構的開關控制部5 0由不經過調節器3 1而用從 交流發電機1 9直接供給的電力通斷控制調節器3 1。即， 在自行車走行中，將調節器3 1控制爲接通，在自行車停 止時，將調節器3 1控制爲斷開。但是，即使開關控制部 5 0控制調節器3 1爲斷開，如後上述的變速控制部2 5也 通斷控制調節器3 1。因此，即使自行車在等待信號等短 -14- (12) 1246979 時間停車或走行速度慢時，調節器3 1也不會立即® 此外，在從變速控制部2 5連接到調節器3 1的 上’設置有用於防止從開關控制部5 0輸出的信號 的電容器5 3。 在這種結構的變速控制裝置1 2中，如圖7所 序將電力向包含變速控制部2 5的車用電子零件供 ，在自行車開始走行，交流發電機1 9開始發電後 調節器3 1由開關控制部5 0藉由來自交流發電機] 力控制爲接通的第1開關的接通程序（步驟S 1 ) ，進行判斷自行車是否爲停止狀態的停止狀態判斷 步驟2 )。接著，在調節器3 1爲接通狀態時，判 止狀態後，進行由變速控制部2 5將調節器3 1控制 的開關的斷開程序（步驟S3)。此外，在判斷爲 止狀態時，進行由變速控制部2 5將調節器3 1控制 的第2開關的接通程序（步驟S4 )。 此外，在這種結構的變速控制裝置1 2中，按 速操作部2 0選擇的自動變速模式變速控制內裝變 10。由於在變速時，藉由來自交流發電機19的交 檢測出車速，能夠車輪每回轉1圈使車速信號詳細 往相比能夠實時地追隨實際的車速變化來變速。 此外，由蓄電元件3 2來供給變速控制部2 5、 示部24及馬達驅動器28用於控制動作的電力。其 變速控制部25開始動作，控制液晶顯示部24或馬 器2 8、自動燈回路3 5、充電整流回路3 3、調節器 i閉。 信號線 的回流 示的順 給。即 ’進行 9的電 。此後 程序（ 斷爲停 爲斷開 不是停 爲接通 照由變 速輪轂 流信號 ，與以 液晶顯 結果， 達驅動 31。並 -15- (13) 1246979 且，來自交流發電機1 9的電力向蓄電元件3 2充電。此外 ，將來自發電機波形成形回路3 4的車速信號施加到變速 控制部2 5中。 在此，由於設置蓄電元件3 2以蓄積來自交流發電機 1 9的電力，藉由該電力使包含變速控制部2 5的各部動作 ，不需要電流的更換及充電作業。此外，不需要電池殘餘 電量的管理及攜帶備用電池，無需進行與電源有關的麻煩 的作業就能夠自動變速。 並且，根據從交流發電機1 9輸出的交流信號檢測出 車速，根據該檢測出的車速進行變速控制。由於交流發電 機一般具有多個磁極，從交流發電機輸出由與該磁極數和 車速相關連的頻率構成的交流信號。因此，與從通常用於 自行車的例如檢測附帶在車輪上的磁鐵的速度傳感器得到 的速度信號相比，能夠從交流信號中得到每一轉的更多個 脈衝信號。因此能夠在1轉中詳細地檢測車速，能夠實時 地進行高精度的變速控制。此外，由於根據來自交流發電 機1 9的交流信號進行控制，不需要象以往那樣在車輪的 附近設置變速控制裝置1 2，變速控制裝置1 2的安裝位置 不會受到限制。 此外，能夠將以往白天不使用交流發電機1 9的電力 在變速控制裝置1 2中有效地利用。 以下，以停車時的動作爲中心，根據圖8的程序圖對 變速控制部2 5的控制動作進行說明。 在來自蓄電元件3 2的輸出爲既定的電壓（例如3.5 -16- (14) 1246979 伏特以上）的狀態下自行車開始走行時，開關控制部5 Ο (第一開關控制部的一例）使調節器3 1爲接通。其結果 ，來自蓄電元件3 2的電力向變速控制部2 5供給，變速控 制部2 5開始動作。變速控制部2 5開始動作時，在圖8的 步驟S 1 1中進行初期設定。在該初期設定中，控制模式設 定爲通常模式，變速模式設定爲自動變速模式。 在步驟S 1 2中，起動決定微電腦的1週期的動作時間 的計時器。在步驟S 1 3中，進行各種數據處理。在數據處 理中，藉由來自發電機波形成形回路3 4的脈衝信號算出 車速或算出距離。在步驟S14中，進行變速控制處理。在 變速控制處理中，在自動變速模式時，根據與車速相關的 閾値控制內裝變速輪轂1 〇的馬達組件29的馬達45，自 動地進行升檔和降檔。在手動變速模式時，根據上下的操 作按鈕21，22的操作，進行升檔和降檔。在步驟15中， 判斷是否爲停車狀態。在此，在1 5分鐘以上沒有來自發 電機波形成形回路34的脈衝信號的情況下，判斷爲停止 既定時間以上的停車狀態。在不是停車狀態的情況下，即 在走行中或不足1 5分鐘的短時間停止的情況下，向步驟 S 1 6轉移，向調節器3 1輸出用於接通的信號，即既定電 壓（例如3伏特）以上的電壓的信號。由此，在短時間停 車中，即使開關控制部5 0將調節器3 1控制爲斷開，也能 藉由來自變速控制部2 5的信號將調節器3 1維持在接通狀 態。在停車狀態的情況下，從步驟S 5向步驟S 7轉移，向 調節器3 1輸出用於斷開的信號，即不足3伏特的電壓的 -17- (15) 1246979 信號。由此調節器31爲斷開，切斷了向變速控制部25的 電力供給，其結果，變速控制部2 5被復位，停止動作。 此外，向馬達驅動器2 8的電力供給也被切斷。此時，由 於從停車到切斷電源爲止經過1 5分鐘以上的時間，此間 ，能夠結束向存儲器的存取處理及其他的處理。因此，能 使變速控制部2 5的微電腦安全地復位。 這些處理結束時向步驟S 1 8轉移，進行其他處理。在 其他處理中進行用於以液晶顯示部2 4顯示的顯示處理及 燈控制、充電整流回路3 3的控制等。其他處理結束時向 步驟S 1 9轉移，等待開始的計時器結束。計時器到時時返 回到步驟S 1 2。 在此，由於與自行車的走行、停車相關的從蓄電元件 3 2向車用電子零件供給的電力藉由由不經過調節器3丨的 電力來動作的開關控制部5 0通斷，即使在停車中調節器 3 1爲斷開，一旦開始走行，開關部能夠可靠地爲接通。 因此，在停車中能夠使調節器3 1斷開，能夠盡量地抑制 停車中的蓄電元件3 2的電力的減少。 此外，由於在檢測出停車狀態後，藉由由從蓄電元件 3 2經過調節器3 1供給的電力動作的變速控制部2 5使調 節器3 1爲斷開，能夠從停止狀態開始的任意時刻下使調 節器爲斷開，消除了由於稍停時間及低轉速下發電量小等 情況下、調節器3 1爲斷開而關斷向車用電子零件的電力 供給的問題。 -18- (16) 1246979 其他實施例 (a )在前述實施例中，例示了藉由來自交流發電機 的電力動作的電源裝置，但藉由來自直流發電機的電力動 作的電源裝置也適用於發明。 (b )在前述實施例中，在既定時間以上的停止狀態 的停車時使調節器爲斷開，但也可在停車時以外的停止狀 態下使調節器爲斷開。 (c )在前述實施例中，由變速控制部2 5將調節器 3 1控制爲斷開，但也可例如使電容器5 2爲從交流發電機 1 9停止發電開始能夠向調節器3 1供給5〜1 5分鐘左右的 電力的容量，使調節器3 1的斷開時間延遲的結構，由開 關控制部5 0控制通斷。在此情況下，存在開關接通的時 間會有誤差的問題，但可簡化結構。 根據本發明，由於與自行車的走行、停車相關的、從 蓄電部向車用電子零件供給的電力藉由由不經過開關部的 電力來動作的第1開關控制部通斷，即使在停車中開關部 爲斷開，一旦開始走行、開關部能夠可靠地接通。因此， 在停車中開關部能夠爲斷開，能夠盡量地抑制停車中的蓄 電部的電力的減少。 【圖式簡單說明】 圖1爲採用本發明的第1實施例的自行車的側視圖。 圖2爲示出內裝變速輪轂、變速控制裝置和發電機輪 轂的連接關係的示意圖。 -19- (17) (17)1246979 圖3爲變速控制裝置的側剖視圖。 圖4爲變速控制裝置的俯視斷面圖。 圖5爲變速操作部的立體圖。 圖6爲示出變種控制組件的結構的框圖。 圖7爲示出電力供給順序的流程圖。 圖8爲示出變速控制部的控制內容的流程圖。 〔圖號說明〕 1 :構架 2 :構架體 3 :前叉 3 a :燈架 4 :把手部 5 :驅動部 6 :前輪 7 :後輪 8 :發電機輪轂 1 〇 :變速輪轂 1 1 :鞍座 1 2 :變速控制裝置 13 :燈盒 1 4 :把手立桿 1 5 :把手桿 1 6 :閘桿 -20- (18) (18)1246979 1 7 :抓手 1 8 :燈 1 9 :交流發電機 2 0 :變速操作部 2 1、2 2 :操作按鈕 23 :操作刻度盤 2 4 :液晶顯不部 2 5 :變速控制部 26 :操作開關 2 8 :馬達驅動器 29 :馬達組件 3 0 :回路組件 3 1 :調節器 3 2 :蓄電元件 3 3 :整流回路 3 4 :發電機波形成形回路 3 5 :自動燈回路 3 6 :光傳感器 3 7 :齒輪曲柄 3 8 :鏈條 4 0 :電氣線路 4 1 :電氣線路 42 :變速纜線 45 :變速馬達 -21 1246979 (19) 46 :纜線動作部 4 7 :動作位置傳感器 5 0 :開關控制部 5 1 :二極管 5 2 :電容器1246979 (1) Technical Field of the Invention The present invention relates to a bicycle for accumulating electric power of an AC power generator mountable on a bicycle for supply to electronic components for vehicles that can be mounted on a bicycle. The power supply device and the bicycle power supply method for rectifying the electric power from the AC power generation device to a direct current and accumulating the power storage unit to the electric equipment (electrical installation) that can be mounted on the bicycle. [Prior Art] In recent bicycles, electronic components for vehicles such as a shifting device, a suspension device, and a display device that can be electronically controlled, such as a vehicle electronic component and a control device thereof, are used. For example, a technique of setting a speed sensor to cause a bicycle speed changing device to automatically shift speed according to speed is known. In a bicycle using such a vehicle electronic component, a power supply device that supplies electric power to the display device 'control device and the transmission device is required. As such a conventional power source device for bicycles, a battery is used, and the vehicle electronic components are operated by electric power from the battery. However, in the case of using a battery, there is a problem that replacement is required at the time of power consumption, and there is a problem that replacement is troublesome and the vehicle electronic component cannot operate when the power source is suddenly consumed. For this reason, a technique of accumulating electric power obtained by rectifying electric power from an alternator into a direct current, and accumulating the obtained electric power in a power storage unit such as a capacitor, and using a power supply device for a vehicle electronic component by the electric power stored in the electric storage unit is known (for example, a reference patent) Document 1: Special opening 2 0 0 1 - 2 4 5 4 7 5 (Fig. 5)). A large-capacity electric double layer capacitor is used as the power storage unit'. In the bicycle control device equipped with the electric -4- (2) 1246 979 source device, the bicycle consumes less power, and the microcomputer of the control unit uses the power saving mode, the pause (HALT) mode, and the termination (STOP). ί In the foregoing conventional structure, the bicycle is in a power saving mode during parking to achieve a power saving effect. However, even if the microcomputer in the control unit is still slightly operated, there is a problem that the weak electric power and the leakage current of the electronic components for the vehicle are continuously reduced. SUMMARY OF THE INVENTION An object of the present invention is to reduce power consumption of a power storage unit during parking in a bicycle power supply device. In the bicycle power supply device of the first aspect of the invention, the electric power of the self-powered electric power generating device is stored in the bicycle power supply device that can be attached to the bicycle component, and the electric storage unit 1 is provided with a switch control unit. The power storage unit stores electric power supplied from the power generation device to the vehicle electronic component, and the switch unit is provided between the vehicle electronic component and the electric power for the vehicle. The first switch control unit is operated by the electric power supplied from the power-off device off-gate, and the switch control unit is turned on and off in the power supply device, and the bicycle starts to travel. When the power is generated, the switch control unit that is supplied from the power-generating device without passing through the switch unit The action is such that the switch unit is turned on. Thereby, the electric power is supplied to the vehicle electronic component through the switch unit. Also, in order to reduce the type during parking (such as sleep type I, etc.). In the power saving mode, the control unit is configured to suppress the vehicle electronics, the switch unit, the first power, and the electronic components in the power storage unit as much as possible in the power storage unit. When the power generation unit is started to be powered by the power-supply device, the first power-discharge unit does not generate power, and the first switch control unit turns off the switch unit when the power-supply device does not generate power when the self--5-(3) 1246979 is stopped. Here, the electric power supplied from the power storage unit to the vehicle electronic component in relation to the running of the bicycle is turned on and off by the first switch control unit that operates without the power of the switch unit, and the switch portion is broken even during the stop. When the running is started, the switch unit can be reliably turned on. Therefore, the switch unit can be turned off during the stop, and the reduction of the electric power in the power storage unit during the stop can be suppressed as much as possible. According to a second aspect of the invention, in the bicycle power supply device, the bicycle power supply device further includes a stop state detecting unit that detects whether or not the bicycle is in a stopped state, and the electric power operation supplied from the power storage unit via the switch unit is detected. After the stop state, the switch control unit cuts off the second switch control unit of the control. When the switch unit is turned off by the first switch control unit, when the power generation amount is small or the like in a short stop time and a low number of revolutions, the switch unit is turned off, and the power supply to the vehicle electronic component is disconnected. Happening. When a microcomputer is used as a vehicle electronic component, even if such an instantaneous power failure occurs, the microcomputer is reset and a problem occurs. When the second switch control unit that operates from the power storage unit through the switch unit is turned off, the switch unit can be turned off at any time from the stop state. Open, can eliminate the aforementioned problems. The bicycle power supply device according to the invention of the third aspect of the invention, wherein the power generating device is the alternating current power generating device that generates electric power according to the bicycle, and further includes a rectifying circuit that rectifies the electric power of the alternating current power generating device into a direct current. In this case, electric power from the AC power generator that is generally used in bicycles can be stored in the power storage unit. -6 - (4) The power supply device for a bicycle according to the invention of the fourth aspect of the invention, wherein the first switch control unit includes a diode that rectifies the output half-wave from the output of the alternating current power generation device in parallel with the rectification circuit of the alternating current power generation device. And a capacitor in which the diode and the AC power generation device are connected in parallel to smooth the output after half-wave rectification. In this case, the half-wave rectified output can be smoothed by the capacitor and supplied to the switch unit to turn the switch unit on and off. Therefore, even if the AC power is supplied, it is possible to obtain the electric power of the electric storage unit irrespective of the traveling signal, and to reliably turn on the switch unit at the start of traveling. In the device for a bicycle according to any one of the inventions 2 to 4, the second switch control unit controls the switch unit to be turned on when the second switch control unit does not detect the stop state. In this case, when the switch unit is turned on not only the first switch control unit but also the second switch control unit, the power of the power storage unit can be reliably supplied to the vehicle electronic component during traveling. In addition, the power can be continuously supplied even if it is stopped for a short time. According to a sixth aspect of the invention, in the apparatus for the bicycle of the invention of the invention of the invention of the invention of the invention of the invention of In this case, since the stop state can be detected based on the signal indicating the vehicle speed or the like based on the bicycle running, the signal generating unit can be used for other purposes. Further, since it is determined from the stop to wait for the predetermined state to elapse, the switch portion is turned off after the predetermined time elapses from the stop state. For this reason, in the case of a short-time parking, the switch unit is not turned off, and the power supply is not cut off due to signal waiting or the like. The bicycle power supply device according to the seventh aspect of the invention is the device (5) 1246979, wherein the signal determination unit determines the signal output from the power generation device as the signal generation unit. In this case, since the stop state can be determined based on the signal from the power generating device, the signal generating unit can also serve as the AC power supply device, and the vehicle speed and distance can be detected. The bicycle electric power supply method according to the eighth aspect of the invention is a bicycle electric power supply method for accumulating electric power of a power generation device that generates power by a bicycle, and is supplied to a vehicle electronic component that can be mounted on a bicycle, and has a first switch-on procedure, The stop state determination program and the switch disconnection program. In the first switch-on procedure, after the power generation device starts power generation, the switch is controlled by the power from the power generator without passing through the first switch control unit provided in the switch unit between the power storage unit and the vehicle electronic component. To be connected. In the stop state determination program, it is determined whether the bicycle is in a stopped state. In the switch-off procedure, when the switch unit is in the ON state, the switch unit is controlled to be turned off by the switch unit and the second switch control unit that operates by the power stored in the power storage unit. In the electric power supply method, when the bicycle starts to travel and the power generation device starts generating electric power, the first switch control unit is operated by the electric power supplied from the power generation device without passing through the switch unit, and the switch unit is turned on. Thereby, the electric power stored in the power storage unit is supplied to the vehicle electronic component through the switch unit. Further, since the power generating device does not generate power when the bicycle is stopped, the first switch control unit causes the switch portion to be turned off. However, the second switch control unit that operates by the electric power supplied from the power storage unit turns off the switch unit after detecting the stop state. Here, since the electric power supplied from the power storage unit to the vehicle electronic component is turned on according to the traveling of the bicycle, it is possible to suppress the decrease in the electric power of the power storage unit during the stop. Further, since -8 - (6) 1246979 is turned off when the vehicle is stopped, the second switch control unit that is operated by the electric power passing through the switch unit is turned off, and is arbitrarily stopped from the stop state. At the time, the switch unit can be turned off, and the problem of disconnection during an instantaneous power failure can be eliminated. According to a ninth aspect of the invention, in the method of the eighth aspect of the invention, the signal generating unit that generates a signal based on the running of the bicycle does not generate a signal for a predetermined time or longer to determine the stop state. In this case, since the switch unit is turned off after a predetermined time from the stop state, the switch unit is not turned off during a short stop, and the power source is not turned off in the wait signal or the like. According to a tenth aspect of the invention, in the method of the invention of the invention, the second switch-on-control program is configured to control the switch to be turned on by the second switch control unit when it is determined that the vehicle is not in the stop state. In this case, when the first switch control unit and the second switch control unit are turned on, the power of the power storage unit can be reliably supplied to the vehicle electronic component while traveling. In addition, the power supply can be continued even if it is stopped for a short time. [Embodiment] In Fig. 1, a bicycle according to an embodiment of the present invention is a light vehicle, a frame having a double-ring frame body 2 and a front fork 3, a handle portion 4, a driving portion 5, and a belt. The front wheel 6 of the generator hub 8 of the brake, the rear wheel 7 having the built-in shifting hub 1 女装, the shift operating portion 20 for operating the shifting hub 10 with the hand, and the shift operating portion 20 -9- (7) The operation of 1246979 incorporates the shift control device 1 2 of the shifting hub 10 shift control. The frame body 2 of the frame 1 is produced by welding a pipe. Each of the frames including the saddle 1 1 and the driving portion 5 is attached to the frame body 2. The front fork 3 is slidably mounted on the front portion of the frame body 2 so as to be swingable about the axis. The handle portion 4 has a handle upright 14 fixed to the upper portion of the front fork 3 and a handle bar 15 fixed to the handle upright 14. A brake lever 16 and a gripper 1 7 are attached to both ends of the handlebar 15 . The brake lever 16 on the right side is integrally formed with the shift operating portion 2 . The drive unit 5 has a gear crank 37 disposed on a lower portion (suspension portion) of the frame 2, a chain 38 that is bridged over the gear crank 37, and a built-in shifting hub 10. The built-in shifting hub 10 is a three-stage shifting inner hub having three shifting stages (stages) of a low speed section (1 speed), a medium speed section (two speeds), and a high speed section (three speeds), which is set at the shifting speed. The motor assembly 29 (Fig. 6) on the control unit 12 obtains three shift positions. The generator hub 8 of the front wheel 6 fixed to the front end of the front fork 3 is a hub to which a roller-shaped front brake can be mounted, and has an AC motor 1 9 for generating electric power by the rotation of the front wheel 6 (AC power generation device and signal generating portion) An example) (Figure 6). As shown in Fig. 2, the shift control device 12 is electrically connected to the alternator 196 in the generator hub 8 via the electric circuit 40. Further, the shift control device 12 is also electrically connected to the shift operating portion 20 via the electric circuit 41. Further, the shift control device 12 is mechanically coupled to the inner shift hub 110 by a shift cable 42. As shown in FIGS. 3 and 4, the shift control device 1 2 has a lamp box 1 3 -10- (8) 1246979 attached to the lamp holder 3 a in the middle of the front fork 3, and a motor housed in the lamp box 13 Component 2 9 and loop component 3 0. As shown in FIGS. 3 and 4, the motor unit 29 has a cable operating unit in which the shifting motor 45 moves at three shifting positions by the shifting motor 45, and detects a shifting position of the cable operating unit 46. Position sensor (Figure 6). The cable operating unit 46 is connected to one end of the shift cable 42. As shown in FIG. 6, the circuit unit 30 has a shift control unit (an example of a vehicle sub-part and a second switch control unit) 25. The switch control unit ( An example of the first switch control unit is 50. The shift control unit 25 has a microcomputer composed of a CPU RAM, a ROM, and an I/O interface. The shift control unit 25 controls the motor unit 29 by a predetermined program. Specifically, depending on the speed, The shifting hub 10 is automatically controlled by the motor unit 29, and the liquid crystal display unit 24 provided on the shift operating unit 20 outputs various travel information including information on the speed and the information indicating the shift position. The lamp 18 that is mounted integrally with the lamp box 13 is turned on when the surrounding condition is below a predetermined degree, and the lamp control is turned off when the brightness exceeds a predetermined brightness. The shift control unit 25 can be in the power saving mode and the normal mode. In the lower power operation mode, the display control of the liquid crystal display unit 24 is not performed, and the control of the motor unit 29 is not performed. The shift control unit 25 (an example of the second switch control unit, the signal determination unit, and the electronic component) even An operation dial 26 provided on the shift operating portion 20 and an operation switch 26 including operation buttons 2 1 and 22, a liquid crystal display portion 24, and a photo sensor 36 for controlling the illuminance sensor of the lamp 18 are provided for The output from the AC motor 19 generates a speed signal generator waveform shaping circuit 34. In addition, the shift control unit 25 is also connected to a controller that is connected to the messenger, and has a -11 - 1246979 Ο adjuster. (An example of a switch unit) 3 1. A charging rectification circuit 3 3 and an automatic lamp circuit 35. Further, the motor driver 28 is connected to the operation position sensor 47 of the motor unit 29. As shown in FIG. 5, the shift operating portion 20 has two operation buttons 2 1 and 2 disposed side by side in the left and right, an operation dial 2 3 disposed above the operation button, and a left side of the operation dial 2 3 . The liquid crystal display unit 2 4 ° operation buttons 21 and 22 are triangular buttons. The operation buttons 21 and 22 are buttons for setting the shift range, and are used to set the shift speed to a state in which only the low speed, the low speed, and the medium speed are fixed to two stages, or all of the three stages can be used. Further, it is possible to forcibly downshift on the uphill by the operation of the operation button 22. The operation dial 23 is a dial for switching eight automatic shift modes from mode 1 to mode 8, and has eight stop positions A 1 to A8 . Here, the eight automatic shift modes from mode 1 to mode 8 are modes in which the internal shifting hub 10 is automatically shifted by the vehicle speed signal from the alternator 19. In addition, the eight automatic shift modes are changing the shift timing in the upward shift (shift from the low speed side to the high speed side) and the down shift (shift from the high speed side to the low speed side), specifically changing the speed at the time of shifting to automatically shift the speed. The mode is set to be able to arbitrarily set the shift timing according to the rider's preference and physical strength. The current traveling speed is indicated on the liquid crystal display unit 24, and the shifting portion operated at the time of shifting is also displayed. The liquid crystal display unit 24 is a microcomputer (not shown) having a microcomputer independent of the shift operating unit 20, and is configured to perform display control based on information from the -12-(10) 1246979 from the shift control unit 25. The storage element 3 2 accumulates DC power output from the alternator 19 and rectified by the charge rectification circuit 33, and supplies electric power to the vehicle electronic components including the shift control unit 25, the motor driver 28, and the liquid crystal display unit 24. The storage element 32 is composed of a large-capacity capacitor such as an electric double layer capacitor which is connected to one end between the charge rectifying circuit 33 and the regulator 31 and whose other end is grounded. Further, the storage element may be constituted by a rechargeable battery such as an electrolytic capacitor or the like, a nickel-cadmium battery, a lithium ion battery or a nickel-hydrogen battery instead of the electric double layer capacitor. The motor driver 28 positions and controls the shift motor 45. The motor driver 28 is controlled by the electric power supplied from the electric storage device 32, and is supplied to the shift motor 45. The charge rectifying circuit 33 is composed of, for example, a half-wave rectifying circuit, and rectifies the alternating current output from the alternator 19 into a direct current, and supplies it to the electric storage device 32. The generator waveform shaping circuit 34 generates a speed signal from the AC current output from the alternator 19. The sinusoidal AC signal is extracted, for example, in a half cycle, and a loop is formed by a suitable waveform such as a Schmidt circuit to generate a pulse signal corresponding to the velocity. The shift control unit 25 detects whether or not the vehicle is stopped at a predetermined time (e.g., 15 minutes) or more while calculating the speed and the distance from the output pulse signal. The automatic lamp circuit 35 operates by the on/off signal output from the shift control unit 25 based on the detection output from the photosensor 36, and supplies the current output from the alternator 19 to the lamp 18. Therefore, when the illuminance is 13-(11) 1246979, the lamp 18 is automatically turned on when the illuminance is less than or equal to a predetermined illuminance, and the 〇 adjuster 31 is a regulator having a switching function such as a switching element such as an FET. It is provided between the charging rectification circuit 33 and the shift control unit 25. The regulator 31 is a switch for cutting off electric power supply from the electric storage device 32 that has been determined to be stopped for a predetermined period of time or longer to suppress the electric power reduction of the electric storage device 32. The regulator 31 is turned on when a signal of a predetermined voltage or more is input, and is turned off when it is below the voltage. The regulator 3 1 is turned on and off based on a signal from the switch control unit 50 and a signal from the shift control unit 25. The switch control unit 50 has a diode 5 1 whose one end is connected to the alternator 19, and a capacitor 52 which is connected at one end to the diode 5 1 and whose other end is grounded. One end of the capacitor 52 is connected to the regulator 31. The diode 51 is connected in parallel to the charging rectification circuit 33 to the alternator 19, and rectifies the output half-wave from the alternator 19. The capacitor 52 is composed of, for example, an electrolytic capacitor, and the diode 51 is connected in parallel with the alternator 19 to smooth the output of the half-wave rectification. The smoothed power is applied to the regulator 31 to turn the regulator 31 on and off. The switch control unit 50 having such a configuration is controlled by the power on/off control regulator 31 directly supplied from the alternator 19 without passing through the regulator 31. That is, the regulator 31 is controlled to be turned on while the bicycle is running, and the regulator 31 is controlled to be turned off when the bicycle is stopped. However, even if the switch control unit 50 controls the regulator 31 to be turned off, the above-described shift control unit 25 also turns the control adjuster 31 on and off. Therefore, even if the bicycle is stopped for a short time -14 (12) 1246979 when the waiting signal is short or the running speed is slow, the regulator 3 1 does not immediately ■ in addition, it is connected to the regulator 3 1 from the shift control portion 25 A capacitor 53 for preventing a signal output from the switch control unit 50 is provided. In the shift control device 12 of such a configuration, electric power is supplied to the vehicle electronic component including the shift control unit 25 as shown in Fig. 7, and the bicycle starts to travel, and the alternator 19 starts power generation and the regulator 3 1 The switch control unit 50 performs a stop state determination step 2) of determining whether or not the bicycle is in a stopped state by the ON command of the first switch (the step S1) from the alternator by the force control. Next, when the regulator 31 is in the ON state, after the state is determined, the switch of the switch controlled by the regulator 31 by the shift control unit 25 is executed (step S3). Further, when it is determined to be in the stopped state, the switching process of the second switch controlled by the shift controller 5 by the shift controller 5 is performed (step S4). Further, in the shift control device 1 of such a configuration, the automatic shift mode shift control built in the speed operation unit 20 is changed to 10. At the time of shifting, the vehicle speed is detected by the intersection of the alternator 19, and the vehicle speed signal can be shifted in real time to follow the actual vehicle speed change in detail in one revolution of the wheel. Further, the power storage element 32 supplies the shift control unit 25, the display unit 24, and the motor driver 28 for controlling the electric power to be operated. The shift control unit 25 starts operating, and controls the liquid crystal display unit 24 or the motor 28, the automatic lamp circuit 35, the charge rectification circuit 33, and the regulator i to be closed. The return of the signal line is shown as compliant. That is, the power of 9 is performed. After that the program (breaking for the stop is not the stop is turned on by the shifting wheel hub flow signal, with the liquid crystal display result, up to drive 31. and -15- (13) 1246979 and the power from the alternator 19 The electric storage element 32 is charged. Further, the vehicle speed signal from the generator waveform shaping circuit 34 is applied to the shift control unit 25. Here, since the electric storage element 3 2 is provided to accumulate electric power from the alternator 19, The electric power includes the respective units including the shift control unit 25, and does not require replacement of current and charging operation. Further, it is not necessary to manage the remaining battery power and carry the spare battery, and the automatic shifting can be performed without performing troublesome work related to the power supply. Further, the vehicle speed is detected based on the AC signal output from the alternator 19, and the shift control is performed based on the detected vehicle speed. Since the alternator generally has a plurality of magnetic poles, the number of poles and the speed are output from the alternator. The associated frequency constitutes an alternating current signal. Therefore, it is used, for example, to detect the speed of a magnet attached to a wheel from a bicycle. Compared with the speed signal obtained by the sensor, more pulse signals per revolution can be obtained from the AC signal. Therefore, the vehicle speed can be detected in detail in one revolution, and high-precision shift control can be performed in real time. The AC signal of the alternator 19 is controlled, and it is not necessary to provide the shift control device 12 in the vicinity of the wheel as in the related art, and the mounting position of the shift control device 12 is not limited. The electric power of the motor 19 is effectively utilized by the shift control device 12. The following is a description of the control operation of the shift control unit 25 based on the program diagram of Fig. 8 centering on the operation at the time of parking. When the bicycle is started to travel in a state where the output is a predetermined voltage (for example, 3.5 -16 - (14) 1246979 volts or more), the switch control unit 5 Ο (an example of the first switch control unit) turns on the regulator 31. As a result, the electric power from the electric storage device 32 is supplied to the shift control unit 25, and the shift control unit 25 starts to operate. When the shift control unit 25 starts operating, The initial setting is performed in step S1 1 of Fig. 8. In the initial setting, the control mode is set to the normal mode, and the shift mode is set to the automatic shift mode. In step S1 2, the one-cycle operation time of the microcomputer is started. In step S13, various data processing is performed. In the data processing, the vehicle speed or the calculated distance is calculated from the pulse signal from the generator waveform shaping circuit 34. In step S14, the shift control processing is performed. In the shift control process, in the automatic shift mode, the upshift and downshift are automatically performed in accordance with the threshold 値 associated with the vehicle speed to control the motor 45 of the motor unit 29 of the built-in shifting hub 1 。. In the manual shift mode, according to the up and down The operation of the operation buttons 21, 22 performs upshifts and downshifts. In step 15, it is judged whether it is the parking state. Here, when there is no pulse signal from the generator waveform shaping circuit 34 for 15 minutes or more, it is determined that the parking state is stopped for a predetermined time or longer. In the case of not stopping, that is, in the case of traveling or stopping for a short time of less than 15 minutes, the process proceeds to step S16, and a signal for turning on, that is, a predetermined voltage (for example, a predetermined voltage) is output to the regulator 31. Signal of voltage above 3 volts). Thereby, even if the switch control unit 50 controls the regulator 31 to be turned off during a short-time stop, the regulator 31 can be maintained in the ON state by the signal from the shift control unit 25. In the case of the parking state, the flow proceeds from step S5 to step S7, and a signal for disconnection, that is, a signal of -17-(15) 1246979 of less than 3 volts is output to the regulator 31. As a result, the regulator 31 is turned off, and the power supply to the shift control unit 25 is cut off. As a result, the shift control unit 25 is reset and the operation is stopped. Further, the supply of electric power to the motor driver 28 is also cut off. At this time, since the elapse of time of 15 minutes or more from the stop to the power-off, the access processing to the memory and other processing can be ended. Therefore, the microcomputer of the shift control unit 25 can be safely reset. When these processes are completed, the process proceeds to step S1 8 to perform other processes. In the other processing, display processing and lamp control for display by the liquid crystal display unit 24, control of the charge rectifier circuit 33, and the like are performed. At the end of the other processing, the process proceeds to step S1 9, and the timer waiting for the start ends. The timer returns to step S 1 2 when it is timed. Here, the electric power supplied from the electric storage device 32 to the vehicle electronic component related to the running and parking of the bicycle is turned on and off by the switch control unit 50 that is operated by the electric power that does not pass through the regulator 3, even if the parking is stopped. The middle regulator 31 is disconnected, and once it starts to travel, the switch portion can be reliably turned on. Therefore, the regulator 31 can be turned off during the stop, and the reduction of the electric power of the electric storage device 32 during the stop can be suppressed as much as possible. Further, after the parking state is detected, the shift controller 30 that is operated by the electric power supplied from the electric storage device 3 through the regulator 31 supplies the regulator 31 to be turned off, thereby being able to start from the stop state at any time. When the regulator is turned off, the problem that the power supply to the vehicle electronic parts is turned off is turned off when the regulator 31 is turned off due to a small stop time and a small amount of power generation at a low rotation speed. -18- (16) 1246979 Other Embodiments (a) In the foregoing embodiments, a power supply device that operates by electric power from an alternator is illustrated, but a power supply device that operates by electric power from a direct current generator is also applicable to invention. (b) In the foregoing embodiment, the regulator is turned off when the vehicle is stopped in a stopped state for a predetermined time or longer, but the regulator may be turned off in a stopped state other than when the vehicle is stopped. (c) In the foregoing embodiment, the regulator 31 is controlled to be turned off by the shift control unit 25. However, for example, the capacitor 52 can be supplied to the regulator 31 from the stop of power generation by the alternator 19. The configuration in which the capacity of the electric power of about 5 minutes to 5 minutes is delayed by the opening time of the regulator 31 is controlled by the switch control unit 50. In this case, there is a problem that there is an error in the time when the switch is turned on, but the structure can be simplified. According to the present invention, the electric power supplied from the power storage unit to the vehicle electronic component related to the running and parking of the bicycle is turned on and off by the first switch control unit that is operated by the electric power that does not pass through the switch unit, even when the vehicle is turned off. The part is disconnected, and once the traveling is started, the switch unit can be reliably turned on. Therefore, the switch portion can be turned off during the stop, and the reduction in the electric power of the power storage unit during the stop can be suppressed as much as possible. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a side view of a bicycle according to a first embodiment of the present invention. Fig. 2 is a schematic view showing the connection relationship of the internal shifting hub, the shift control device, and the generator hub. -19- (17) (17) 1246979 Figure 3 is a side cross-sectional view of the shift control device. 4 is a top cross-sectional view of the shift control device. Fig. 5 is a perspective view of a shift operating portion. Fig. 6 is a block diagram showing the structure of a variant control unit. Fig. 7 is a flow chart showing the power supply sequence. Fig. 8 is a flow chart showing the control contents of the shift control unit. [Description of the figure] 1 : Frame 2 : Frame 3 : Front fork 3 a : Light stand 4 : Handle 5 : Drive part 6 : Front wheel 7 : Rear wheel 8 : Generator hub 1 〇 : Variable speed hub 1 1 : Saddle Seat 1 2 : Shift control unit 13 : Light box 1 4 : Handle lever 1 5 : Handle lever 1 6 : Joystick -20- (18) (18) 1246979 1 7 : Grip 1 8 : Light 1 9 : AC Generator 20: shifting operation unit 2, 2 2: operation button 23: operation dial 2 4: liquid crystal display unit 2 5: shift control unit 26: operation switch 2 8 : motor driver 29: motor unit 3 0 : Circuit component 3 1 : Regulator 3 2 : Power storage element 3 3 : Rectification circuit 3 4 : Generator waveform shaping circuit 3 5 : Automatic lamp circuit 3 6 : Light sensor 3 7 : Gear crank 3 8 : Chain 4 0 : Electrical circuit 4 1 : Electrical circuit 42 : Transmission cable 45 : Variable speed motor - 21 1246979 (19) 46 : Cable operating unit 4 7 : Operating position sensor 5 0 : Switching control unit 5 1 : Diode 5 2 : Capacitor